Cab-signal and teaikt-contbol system



I 1,622,285 March 1927' M. H. LOUGHRIDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM Filed Nov. 18'. 1920 '7 sheets-Sheet 1 March 29,1927. ,285

M. H. LOUGHRIDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM Filed Nov. 18. 1920 7 sheets-Sheet 2 Mar 11 29 19 27 M. H. LOUGHRIDGE can SIGNAL AND TRAIN coumon SYSTEM Filed Nov. 18. 1920 7 Sheets-Sheet 3 March 29 192 7 M. H. LOUGHRLDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM Filed Nov. 18, 1 2 7 Sheets-Sheet 4 v 4 N) g 1 W? FL. 3. A .Mv 7 W1! .19 Au, 3 F 0C a: o o o Q Q 5 1 m m\ m\ NNN m m\ $1 9 5 NNv ' 1622285 March M. H. LOUGHRIDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM Filed Nov. 18, 1920 '1 Sheets-Sheet 5 M 1 622 285 arch 1927 M. H. LOUGHRIDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM 7 Sheets-Sheet 6 Filed Nov. 18, 1920 March 29, 1927., M. LOUGHRIDGE CAB SIGNAL AND TRAIN CONTROL SYSTEM Filed Nov. l8. 1 '7 Sheets-Sheet 7 Patented Mar. 29, 1927..

MATTHEW H. LO'UGHRIDGE, F BOGOTA, NEW JERSEY.

CAB-SIGNAL AND TRAIN-CONTROL SYSTEM.

Application filed November 18, 1920, Serial No. 424,889, and in Canada April 6, 1920.

This invention relates to railway signaling and more particularly to a cab signal and train control system in which a variety of effects are communicated from the track to the train according to the conditions of the track for safe running. These effects are translated on the train or locomotive in the form of signals for the information of the enginemen and may also be amplified to include automatic features that will control the train when the enginemen fail to recognize the indications of the cab signals. This invention also includes means for communicating signals from the locomotive to the track wh reby a locomotive, after passing over a section of track, transmits a signal in the rear indicating that the portion of track passed over has been cleared by the train and also setting up a blocked condition for the portion of track about to be entered. Other objects of this invention are to provide signal indications on the locomotive indicating the condition of the track for a number of blocks ahead of the train and to secure these conditions, as well as the condition of train control when the locomotive runs either end first on single or double track without any change or adjustment of the locomotive apparatus to the different conditions of running.

Other objects of this invention are to provide a system of speed control in which a restricted speed is imposed upon the running of the locomotive when the portion of track about to be entered is not clear for a distance that would warrant high speed'running; also to restrict the speed of the locomotive when its braking power is below normal.

This invention includes certain novel features for communicating signals between the track and the locomotive and for communieating signals between the locomotive and the track whereby these signals are obtained without the use of electric contacting devices and without picking up an electric current for this purpose. All the conditions for communicating these signals are ob tained by the useof one ramp on each side of the track and a eoacting shoe on each side of the locomotive. This shoe is constructed comparatively light and offers very little resistance to the ramp which it engages mechanically.

' Other objects of this invention will be more particularly understood from the accompanying specification and drawings in which Fig. 1 is a front elevation of the locomotive shoe and speed control device applied to the axle box of a locomotive wheel, Fig. 2 is a side elevation corresponding to Fig. 1, with the cover in outline to show the interior mechanism, Fig. 3 shows the detailed construction of the mechanical part of the shoe, Fig. 4 shows the details of the speed control device, Fig. 5 shows the construction of the track ramp, Fig. 6 is a sectional elevation of the track ramp, including a portion of the locomotive shoe for direct current operation and Fig. 7 is a sectional elevation of the ramp including a portion of the locomotive shoe for alternating current operation. Fig. 8 shows a ramp complete, arranged for operation by both alternating and direct current, Fig. 9 shows an enlarged detail or" a section of the ramp arranged to receive signals from the locomotive to be applied to the track apparatus, Fig. 10 is a sectional elevation on line 10-10 of Fig. 9, and includes the clearing magnet for communicating the signals to the ramp, Fig. 11 indicates the circuit arrangement used with the clearing magnet, Fig. 12 is a plan of the locomotive wiring, Fig. 13 shows the track Wiring for traffic in one direction, and Fig. 14 shows the track wiring for single track operation.

The track ramp.

The track apparatus consists of a track ramp placed adjacent the running rails as shown in Figure 2. 11 indicates the rail, 12, the sleepers. cured to the end of the ties or sleepers and which supports the ramp. The ramp consist of two parts, one of which operates mechanically and the other magnetically. The mechanical part consists of the ridge 14 preferably of manganese iron or of a nonmagnetic material supported by two angle irons 15, as shown and secured to the stringer 13. The magnetic part of the ramp consists of two plates of magnetic iron 16 and 17 placed parallel and spaced from the central ridge 14 as shown. The tops or" these plates are preferably placed on a lower plane than the top of the central ridge 1a. The space between these ridges and also the space be low the magnetic ridges is closed by a wooden filler 18 so that the ramp presents a solid 13 is a wooden stringer serun formation on the track which has a construction as permanent as the track rails themselves.

Placed at intervals between the magnetic plates 16 and 17 are the magnet coils 20, placed on the cores 19 and protected by a non-magnetic shield 21. These coils pass through the central ridge and when energized convert the plates 16 and 17 into the opposite poles of a magnet to act upon the magnetic part of the locomotive shoe. The magnet coils are spaced at intervals along the ramp so that in practice it becomes an extended electro-mag'net with its poles parallel to the track. It will be noted that since the central ridge 14 is made from non-magneticinat'erial there is no tendency to cause leakage of 'the lines of force between plates 1'6 and 17. A ramp designed to be energized from the locomotive is described in connection with Figs. 8 and 9.

A ram as usually understood, is a device with sloped ends which is engaged by a dep ndent. part of the locomotive. The mechanical 'part of the present ramp operates in this way but'the magnetic part operates as a magnet and performs the functions of a 'magnetquite independently of the mechanical operation of the device. The term ramp has been used in the specification and claims of this application to designate the magnetic ramp performing the functions of a magnet.

The locomotive shoe.

The locomotive shoe consists of'two parts, one part arranged to operate mechanically and responding to the central ridge of the ramp and 'the other part arranged to operate magneticall responding to the magnetic poles "of the ramp. The mechanical part of the "shoe Fig. '3, includes a roller 23 mounted on the pivot pin 25 in the jaw 24 of the shoe head 26. The shoe head is seeuredto bracket 38 by two sets of parallel muse? and 28. The upper set of arms 28 has a crank 'a'rm extension 29 carrying the adjusting'sc'rew 30 which positions the roller 23 relative "to thebracket 38 thus providing a convenient and easy means of adjusting for the wear ofroller 23.

The lower set of parallel arms 27 by the belle-rank connection '31 and link 32 operates the lever arm 33 pivoted at 34 in the bracket 35 and biased 'by the extension 36 and'sprin 37 to move into the dotted position indicated at 42. The upper end of this arm is fitted with a quadrant 40 having a rise 41 engaging roller of plunger 43 thereby operating the plunger up and down in response to the'movements of the tion of. spring 37, restoring normal conditions. The lever arm increases the effect of the mechanical displacement of the shoe, thus greatly increasing the movement of cam 40, thereby increasing the factor of safety and insuring proper operation when the ramp or when the roller may be Very considerably worn or out of adjustment. At the same time the cam action of the lever arm insures a uniform up and down motion to the plunger 43 without regard to irregularities in the engaging surface of a ramp. Should the shoe become displaced or broken o'li, spring 37 restores the lever arm to the operating or displaced position, thereby changing the train control system and establishing a condition of safety. It will be noted that the link 32 connects to the crank 31 through a lost motion connection on pin 39 with the object that if the shoe should receive an abnormal displacement, this would not be transmitted to the lever arm which could not be damaged thereby.

The plunger 43 is used to operate certain circuit connections, alsoa speed control device and such other apparatus as may be desirable to install with the train controlling system. This plunger slides in brackets 44 and 45, Fig. 2, secured to the base 47 and is normally biased to move downward by the action of spring 46. An insulated bar 48 moving with the plunger carries contact strip 49 engaging with contact '50 to close a circuit when in the raised position and also to close a circuit with another similar contact member (not shown) when in the lowered position, as will be more fully understood in connection with the circuit diagrams. The coupling 51 connects the plunger with the valve stem 52 operating the speed control device 53, supported by 'the base 54 and supplied with air from the connections 55 and 56, hereafter more fully described.

The bracket 38 is supportedby the base plate 58 secured through the insulation 59 to the bracket arms 60 bolted to the axle box 62 of the locomotive wheel '64 by the bolts 61, or are secured in some similar manner to any part of the locomotive frame, preferably a part that is not sprin mounted. The entire shoe mechanism is adjusted on the base plate 58 by the screw 57 sliding the adjustable bracket 38 in the slots 63, whereby it is securely bolted to the base plate. This provides an accurate'and ready means for adjusting the'heightof the entire mechanism in case the locomotive wheels are changed or turned down.

The magnetic part of the shoe includes a means for conducting the lines of force between the magnetic poles of the ramp. This consists of a horseshoe-shaped magnet with enlarged pole pieces engaging each of the magnetic plates of the ramp and for D. C. operation, including a tractive armature, and for A. C. operation including a transformer coil. The pole pieces of the mag netic shoe Figs. 6 and 7 are indicated by pole 71 engaging plate 16, and 72 engaging plate 17. The poles 73 and 74 of the D. U. shoe include the tractive armature 75 operating a plunger 76 and which has a coil spring indicated in Fig. 2 tending to hold the armature away from the pole pieces. A number of pins from the armature also connect to the insulated bar 77, Fig. 2, which operates to close or open certain electrical circuits connecting with the binding posts 7 8 more fully described in connection with the circuit diagrams. Where the shoe is arranged for A. C. operation the magnetic yoke is made continuous bet-ween the pole pieces 71 and 72 as indicated-at 80 and is surrounded by a transformer coil 81 arranged to operate an inductive type of relay for controlling the circuits as desired. The magnetic shoe is support-ed in a non-magnetic frame 79 which, in turn, is connected by two sets of parallel arms 82 and 83 with the shoe head, so arranged that the magnetic shoe has an independent vertical motion relative to the shoe head. This enables the magnetic shoe to maintain a close contact with the mag netic ramp independently of the displacement or" the shoe head. The upper set of parallel arms 83 has an extension engaged by the set screws 84 which adjust the lower position of the magnetic shoes relative to the shoe head. A spring 85 tends to raise the magnetic shoe from the ramp and is adjusted to slightly over-balance the weight of the shoe with the result that it a shoe engages a ramp which is not magnetized, the magnetic shoe will pass over this ramp without making any contact and without friction on the magnetic ramp. On the other hand if the ramps are magnetized the magnetic shoe is attracted, making a metallic contact with the poles of the ramp. This contact under certain conditions is used to establish an electric circuit between the ramp and the shoe.

It will be noted from Fig. 1 that two sets of magnetic shoes indicated by a and I) are used with each mechanical shoe. lVhen the locomotive runs either end first, one of the magnetic shoes is the last to engage the ramp. This means that the circuits established by the magnetic shoe remain closed until the circuits operated by the mechanical shoe leaving the ramp are closed. The displacement of the mechanical shoe on the slope of the ramp is also designed to secure this result. Magnetic shoes at and b may each be designed for operation by direct current or by alternating current or one may operate by direct current and the other operate by alternating current according to the requirements of the system in use.

Speed-control dem'ce.

Speed control is obtained by a device associated with the locomotive shoe which is responsive to the time the shoe engages the ramp. The track ramps are made of various lengths according to the speed permis sible at any particular point on the track, and the speed control device transmits this effect to the locomotive apparatus. For instance, where a ramp is of considerable length, a considerable interval of time will lapse during the transit of the shoe over the ramp and on a ramp of this type a train can pass over it at high speed with a suiiicient margin of time to enable the speed control device to operate. 0n the other hand, if the ramp is comparatively short and the train passes over it at high speed the interval or time in which a shoe engages the ramp will not be sui'licient to permit the peed control device to operate with the result that the train controlling apparatus is brought into operation to cause a reduction in the speed of the train. Any number of speed control ramps may be provided on the track each progressively shorter in length as the train proceeds through the block and thus compelling a graduated speed reduction until the train is finally stopped or reduced to a very slow speed.

ihe speed control device is 1llustrated in detail in Fig. 4 and is shown in application at 53, Figs. 1 and 2. The speed control device shown may be operated by compressed air or vacuum pressure but correspondin results may be obtained when any type or timing device such, for instance, as a clock work device or an electrically operated device.

The plunger 52 operated by the lever arm of the shoe releases the valve 100 thereby opening a passage for the air in pipe 56 to chamber 10l and to passage 101, to chamber to the right of the piston head 97. Cylinder 92 is smaller in diameter than cylinder 9i and connects to the same source of air supply in pipe 56 that is zuln'litted to the chamber 90. The larger area of piston 97 overcomes the pressure on piston 96 to which it is mechanically connected, and after the air has accumulated to a sufficient degree in chamber 90 the plunger 94 is forced out-- ward with a quick action closing the con tacts 95 and setting up a circuit to prevent the application of the train brakes or speed control apparitus. ll hen the plunger 52 is restored valve is reseated in the normal position shown, the air supply from 56 is closed off and Chamber 90 is exhausted through passage 101, chamber 101 and passages 102 to the atmosphere, permitting the air in cylinder 92 to restore the control apparatus to the normal position shown. A spring isalso provided in cylinder 92 for the same purpose in case the air supply should fail. It will thus be noted that the time interval of the device depends upon the size of chamber 90 and the rate at which air is supplied to this chamber.

The size of chamber 90 can be varied by screwing the cylinder 91 into this chamber to decrease the air space and unscrewing it to increase the air space as shown. This atfords a ready means for adjusting the time interval at which the device is set to operate as may 'be necessary, when, for instance, locomotive change from high speed to low speed service. It will be noted that the air pressure in chamber 90 comes from the same source as the air pressure in cylinder 92 and variations in the one are compensated for by corresponding variations in the other, without changing the time interval of the device.

The passage 101 to chamber 90 is controlled by piston 98. When this piston is lowered the horizontal passage leading from passage 101 is restricted, thereby increasing the'ti'me interval'ot' the device, and when the piston is raised, the passage is unrestricted, allowing an unobstructed passage for the air to chamber 90 from pipe 56. The piston as is controlled by the air pressure or vacuum presure in the train line braking system which is connected to chamber 93 by pipe 55. Vile-n "this pressure is high, the piston is raised against the action of the spring 98" and, on the other hand, when this pressure is low, spring 98 forces the piston down ward and restricts the horizontal passage leading frompassage 101, thus making the operation of "the speed control device and consequently the permissible speed of the train, subject to the braking power on the train.

A. O. and D. U. ramp.

The ramp 111 Fig. 8 is of the same exterior dimensions as the ramp in Fig. 5, but is designed for use with both alternating and direct current, the A. C. and D. C. magnets being alternately spaced on the ramp and the magnetic field of the one being superposed upon the magnetic field ot the other. The A. C. magnets are indicated by 119 and by a cross on the symbol, and the D. C. magnets are indicated by 19 as shown. The A. C. shoe and the relay associated therewith respond inductively to the A. C. magnets and the I). C. shoe responds to the direct current in the ramps as niore tully explained hereafter. It should be noted that instead of alternately spacing the A. C. and

D. C. magnets of the ramps, separate coils placed on the same core, one energized by alternating current and the other by direct current may be used.

The ramp in Fig. 8 contains a section in the centre indicated at 122 for' the purpose of receiving energy fromthe locomotive and the end portions of the ramp are arranged to communicate signals to the locomotive similar to the ramp shown in -Fig. 5. The centre portion of the ramp consists of two plates of soft magnetic iron placed in the same plane as the magnetic ridges of the ramp but insulated therefrom by the spacers 121 which may be madeof any non-magnetic material. These plates are supported non-magnetic bolts 123 and have an iextended portion in the middle as indicated at 124 and 125 Fig. 1-0, torming pole-pieces beneath which the armature 127 is slidably supported and held released by the springs 12S, supported from the bracket 126. This armature carries one or more contact-fingers, 130, arranged, when attracted by the pieces, to close the circuit between the contact members 131 and when released item the pole-pieces, to close the circuit between the contact members 132. If a magnet therefore, is applied to the top of the magnetic plates, 122, the lines of force will centre in the pole-pieces, 124 and 125, and attract the armature to close the magnetic circuit, while this magnet moves over this section of the ramp. Vhen the ma ct passes oil the ramp, the armature wil be released to normal position again. It will thus be noted that each time the magnet 141 passes over the central portion of the ramp, contacts 131 are closed and contacts 132 are opened.

The magnet for this purpose is shown in Figs. 9 and 10 and consists of a horse-shoe magnet yoke 141 having suitable enlarged pole-pieces engaging the magnetic plates as shown and supported by a non-magnetic bracket 142 pivoted by the parallel arms 143 and 144 to the clamping bracket 145 which is detachably securedto a member of the locomotive or train 146. The field of this magnet may beintensi'fied, if desired, by the member 148 closing the circuit at 149, when the magnetis displaced by the ramp, from the battery 150 through the magnet coil 147, thus increasing the magnetic force of the magnet 141 during the timeit is displaced in passing over the ramp. Thisniagnet, known as the clearing magnet, may be secured to the locomotive or preferably secured to the last car of the train and arranged to ali with the ramps. It is preferable that it should be located a considerabledistance from the locomotive shoe so that its operation will not influence the operation of the latter. The central portion of the ramp which responds to the clearing magnet does not, of course, in-

fiuencc the magnetic shoe olthe locomotive, but the locomotive shoe responds to the mag netic portions of the ramp at either end.

The locomotive wiring for a complete instaliation illustrated in Fig. 12 and consists of a shoe on the right hand side of the locomotive and a similar shoe on the left hand side of the locomotive. also a cab signal arranged to give a number of indications, a series of magnets controlling these indications, a relay for cutting out or suspending the system, a whistle or brake valve for train control and devices for manually suspending the operation of said valve. The arrangement of the" system is such that the ramps are placed an equal distance from the centre line on either side of the track and a shoe is provided on each side of the locomotive to engage these ramps so that the shoes will engage the ramps, when the locomotive runs either end first. Each shoe, however, operates exactly alike when engaging either ramp and the operation 01": one shoe is made accumulative upon or deductive from the operation of the other shoe as the case may be, so that the system operates properly if the locomotive runs either end first without manual adjustment for these conditions.

vThe locomotive apparatus is operated by a main battery 200 connecting on one side to a battery wire 201 indicated by a heavy line throughout and on the opposite side to a common wire 202 also indicated by a heavy line. The block relay 203 connects on one side to the common wire 202 and is cont-rolled by wire 211 through contact 212 of the left C. magnetic shoe to battery wire 201. When this shoe is passing over a ramp energized by D. C? it is apparent that this contact will be closer. and block relay 203 will be energized. lhis relay is maintained energized by wire 213, contact 214, wire 215 and mechanically operated contact 216 of the shoe in the normal position. Each time, therefore, that the shoe is displaced by a ramp this holding circuit is interrupted and if the ramp is not energized by direct current, relay 203 will be deenergized and remain deenergized until another ramp energized by direct current, is encountered.- On the other hand, if a ramp is energized by direct current, relay 203 will remain energized although the holding circuit 215 will be interrupted at 216. The same conditions pre- Vail relating to block relay 204 operated by the right shoe and controlled by wire 221 and contact 222 of the D. C. magnetic shoe to bat tery wire 201,. also maintained energized by wire 223. contact 224, wire 225 and contact 226, to battery wire 201.

Block relay 205 connects on one side to the common wire 202 and is picked up by wire 234 and contact 235 of A. C. relay 231 connecting to battery wire 201. This relay is held energized by the holding circuit through contact 236, wire 237 and mechanical contact 238, of the left hand shoe. The A. C. relay 231 is controlled by wires 232 and 233 energized by the induction coil 81 of the A. C. magnetic shoe as shown. It will thus be observed that in operation, as a shoe passes over a ramp and interrupts the holding circuit at 238, block relay 205 will be deenergized unless the A. C. relay 231 is picked up by the inductive action between .the ramp and the shoe when the ramp is energized by alternating current. If the ramp is not energized by alternating current, block relay 205 will be deenergized and remain deenergized until a ramp energized by alternating current is encountered. In this action it will be noted that the coils of the ramp become in effect the primary of a transformer in which the coils of the A. C. magnetic shoe are the secondary, producing a transformer action between these parts.

The same conditions precisely are provided in connection with block relay 206, controlled by wire 244 and contact 245 of A. C. relay 241, also by the holding circuit through contact 246, wire 247 and contact 248, of the right hand shoe, the A. C. relay 241 being controlled by wires 242 and 243, from the induction coil 81 of the A. C. magnetic shoe.

The signal device 260 is arranged to give indications in response to the block relays through a compound walking beam arrangement. The armature of block relay 203 connects by a pivot joint at 251 to one end of the walking beam 255, the opposite end of this walking beam connecting at 253 to the armature of block relay 205. These ends are therefore, elevated or lowered as the block relays are energized of deenergized. Similarly, the armature of block relay 204 is pivotally connected at 252 to the walking beam 256, the opposite end of this walking beam pivotally connecting at 254 to the armature of block relay 206. The centre of the walking beam 255 is pivotally connected at 257 to one end of the walking beam 259, the opposite end of this walking beam pivotally connecting at 258 to the centre of walking beam 256. This elevates or lowers rod 261 connected to the centre of walking beam 259, proportional to the number of block relays which are energized or deenergize'd, without regard to the order in which they may be energized or deenergized. For instance, the elevation of rod 261 will be the same if relays 203 and 206 are energized as if relays 204 and 205 are energized. The end of the vertical rod 261 connects by a suitable pinion gear, with acolored disc in the signal device 260 as the rod is lowered, this rotates the disc from beneath its cover over the spaces 263", 263", 263 and 263 resnectivelv each saace re oresentin 7 L "7 t;

the distance which the vertical rod 261 is op erated by any block relay separately. Hence,

when all the block relays are d'eenergized, these entire spaces are covered with the disc, indicating danger, and when all the block relays are energized, these spaces are cleared from the disc indicating a clear track. The number of spaces covered by the disc indicate the number of sections ahead of the train that are clear or blocked.

I desire to point out that a walking beam arrangement has been shown for the sake of simplicity in the application of this princi le. However, the same results can be obtamed from electrical connections through contacts operated by the block relays and I do not wish to be limited to the arrangement shown. I may also provide a sliding contact as indicated at 266 whereby the elevation of rod 261 changes the position of this contact which may set up circuits for the operation of a separate signaling device for each osition of the vertical rod.

270 in icates a whistle which may, however, be substituted by a brake valve where it is desired to obtain direct operation of the brakes fromthe track apparatus. This whistle is controlled by valve 271 which, in turn, is controlled by the magnet 272, one side of which connects to the common wire 202 and is controlled bwire 273 and contact 274 of relay 27 5. elay 275, known as the valve control relay, connects on one side to the. common wire 202 and is controlled by wire 276 through contact 277 of block relay 204, wire 276 contact 278 of block relay 203 to battery wire 201. It is further controlled by the holding circuit through contact 305, wire 306, contact 307 of the ri ht shoe, wire 308 and contact 309 of the left shoe in series to battery wire 201, with the result that when either shoe engages a ramp, the holding circuit of the valve relay is interrupted and if either of block relays 203 or 204 is deenergized, this relay will be deenergized, releasing the valve 272 and giving an audible signal. It is apparent that the control of the valve relay through the block relays may be varied as desired so that the audible signal can be sounded when one, two or three blocks are occupied as desired.

\Vhen the valve relay is deenergized and the train passes off the ramp it is necessary to be able to stop the audible signal or release the brakes. This may be done by the push buttons 279 and 280 located one on either side of the locomotive and requiring the attention of two men to operate these Jush buttons. Wire 276 connecting to push utton 280 and by Wire 281 connecting to push button 279 and to battery wire 201, Sn plies the current which energizes valve re ay 275 and which, thereafter, remains en ergized through the holding circuit of the locomotive shoes.

In order to prevent the whistle from sounding when either shoe engages a ramp a circuit is established through wire 273 and wire 273, to contact 298 of the right shoe and contact 309 of the left shoe, connecting in multiple to battery. \Vhile the shoes are in engagement with the ramp, roller 43 is released from the cam and the contacts change positions, the closed contacts being opened and the opened contacts being closed, due to the mechanical displacement of the shoe by the ramp.

It has been stated that if the train is running at a low speed it is unnecessary to operate the train brakes or the audible signal as no additional control is required for safe operation. They whistle relay 275 is therefore, placed: under the control of the speed control devices, wire 276 being connected to battery wire 201 by contacts 95 of the speed control devices operated by the right and left shoes. Thus, 1f the block relays should be deenergized, indicating a blocked condition, but the train running at a low speed, enabling the speed control device to operate, then the audible signal or brake valve would not be brought into action.

A train ordinarily runs on side tracks and other tracks where a block system is unnecessary, and under these conditions, it is desirable that the operation of the system should be suspended with, however, the provision that; it a train re-enters protected territory, the apparatus should automatically become effective to control the train according to the conditions of the block. This has been provided for by arranging a ramp on each side of the track at the entrance to a cut-out section, each r mp being magnetized and at the same time energized as part of an electric circuit. For this purpose, the

cut-out relay 293 is provided. This relay is controlled by wire 292 and contact 291 of track cut-outrelay 286. A holding circuit is provided for relay 293 through contact 294, wire 295, contact 296 of the left shoe, I

wire 297, contact 298 of the right shoe, to battery. Relay 286 is controlled by wire 287, contact 288, of the left D. C. magnetic shoe, wire 289 to the pole-pieces as indicated; also by wire 290, contact 288 of the right shoe, wire 289 to the pole-pieces as indicated. Thus, when both shoes each encounter ramps magnetized by direct current and at the same time energized by a current flowing from the ramp to the magnetic shoe and through wires 287 and 290 relay 286 is pllketl up, thereby energizing relay 293 -which holds through both shoes in series by the circuit just described. When relay'293 is energized, contact 282 is closed, thereby holding valve 272energized and preventing the operation of the audible signal or brake valve, also contact 303 is closed, energizing magnet 301 through wire 302, attracting the armature of the banner 304 which covers the visual signal, thereby suspending the operation of the system. \Vhen a locomotive re-enters protected territory, ramps are encountered which do not make a circuit through wires 287 and 290. Therefore, relay 286 is not picked up and the mechanical operation of either shoe interrupts the holding circuit of cut-out relay 293, thereby bringing the system into operation again. Track wiriny, double l mo/i: operation.

Two arrangements are, in general, fol.- lowed to indicate when the track is clear in the ordinary systems of block signaling. Oneof these arrangements consists in the use of a track circuit in which the running rails ofthe track for each block are formed into an electric circuit including a relay which is controlled by the presence of a t 'ain or a. car in the block. The other system consists in the use of devices atinten valsalong the track, which respond to the presence of a train and indicate to the block in the rear that the train has proceeded to the next block ahead, thereby releasing the rear block for a following train. The present system ofcab signals'can be applied with equal'facility to either of these arrangements of track control, without any change whatever in the locomotive wiring or its method of operation.

The*non-track-circuit control is shown in Figs. 13 and 14. Referring to Fig. 13, the track 311 is divided into-sections A, B, O, D and E, asdetermined by the portion of track included between the track ramps 312, on one-side of the track or the track ramps 313 on the'opposite side of the track which are arranged-to mark the limits of each block section. At each location a track block relay 321' is provided which is deenergized by a train entering the block and is energized by a train leaving the next suc- .ceeding block. The ramps are provided with controlling circuits controlling them through a number of the track block relays by both direct and alternating current, as will be more fully described hereafter. The direct current for the control of the ramps and track block relays is supplied from the batteries 314' which have the battery wire 316 shown by the heavy line and the common wire 315 also shown by a heavy line, connecting to the opposite side of the batteries. The alternating current circuits are supplied by transformers 317 having an A. C. common wire 318 and an energy wire 319.

The track block relay 321 connects to D. C. common wire 315 and by wire 322 and contact 130 of the intermediate ramp 402 similar to Fig.3,in the second succeeding block, connects to battery wire 316, thereby picting'up this relay. This will be understood by considering a train in block C with block releasing shoe engaging the ramp. 402 in the manner shown in Fig. 9. This closes the circuit from wire 316 connecting to battery wire 314 for block C to wire 322 which energizes relay 321 for block B. \Vhen picked up, this relay is held energized through contact 323, wire 324 and contact 130 intermediate track ramp 402, in the block ahead connecting to battery wire 316. lVhen the releasing magnet engages ramp 402, the holding circuit of the track relay 321 is interrupted by the contact- 130 and this relay becomes deenergized and remains deenergized while the train passes through the block to the next intermediate ramp, and a similar operation to interrupt the holding circuit of the track block'relay at this location, closes the pick-up circuit on wire 322 of relay 321, for the. rear block, thereby restoring this relay to its energized condition and dcenergizing the track block relay for the next block ahead. Thus, one track block relay is continuously maintained deenergized as a train passes through the block. If the releasing magnet is applied to the last car of the train, it is apparent that the block will not be released until the train has entirely passedbeyond the intermediate ramp. However, with the over-lap system herein disclosed, the following train has ample indication of thepresence of a train ahead. By using a magnet on the train to release the block in this way, a contacting device establishing a circuit with the ramp is not necessary and it is rather improbable that any foreign object could be brought to bear upon the ramp and release the block; The intermediate ramp which effects the block release in the manner just described may be placed a trains length ahead of the block ramps 312 and 313 so that a train is entirely within the block before the rear block is released for a following train. The intermediate ramp may be used in connection with the speed control system hereafter to be described in connection with single track operation.

Magnet 331 in ramp 312 which may represent a series of the ramp magnets, connects to common wire 315 and is controlled by wire 332 and contact of the relay 321 for block B, where it connects to the battery wire 316. Therefore, if relay 321 for block B, is energized, magnet 331 is energized by direct current. Also, it will he noted that magnet 334 of ramp 313 is controlled by wire 335 and contact 336 of relay 321 for block B, wire 332 and contact 333 of relay 321 for block O to battery wire 316. Hence,

magnet is energized by direct current when relays 321 for block B and block C are energized. Also, it will be observed that magnet 341, connecting to the A. C. common, of ramp 312 is controlled by wire 342, contact 343 of relay 321 for block B, wire 344,

contact 354, of relay 321 for block C, wire 346 and contact 347 of relay 321 for block D, to energy wire 319. Hence, magnet 341 is energized by alternating current when blocks B, C, and D are unoccupied. Also A. C. magnet 348 of ramp 313 is controlled by wire 349, contact 350 or relay 321 for block B, wire 351, contact 343, of relay 321 for block C, wire 344, contact 354 of relay 321 for block D, wire 346, contact 347, of relay 321, for block E, to energy wire 319. Hence, the A. U. magnets of ramp 313 are energized when blocks B, C, D and E are clear. Each location, it will be found is symmetrically arranged and this condition of overlapped control is maintained throughout. F or instance, magnets 348 iiiclude the control of all the other magnets, plus an additional section. Magnet 341 in cludes the control of 331 and 334, plus an additional section. Magnet 334 includes the control of magnet 331, plus an additional section.

When a locomotive, therefore, having an apparatus controlled as shown in Fig. 12, is operated over tracks 311., it will be found that this method of overlap control is repeated in the block relays and the locomotive, accumulatively or deductively, according to the portion of track that is clear or blocked without regard to which shoe of the locomotive engages either ramp on the track. For instance, if the left shoe engages ramp 312 and the right shoe engages ramp 313 and the track ahead is clear so that both ramps are energized with direct and alternating current, then all the block relays on the locomotive will be energized and a clear track indication given. If the locomotive is turned around so that the right shoe engages ramp 312 and the left shoe engages ramp 313, the same conditions prevail. Now, suppose that block E is occupied: then the A. C. magnet 348 in ramp 313 for block B will be deenergized. Consequently the A. C. relay 241 will not pick up with the result that block relay 206 will be deenergized while the other relays will remain energized when the train passes a ramp. This lowers the one end of the walking beam 256 and accordingly moves the disc into the indication 263". It the locomotive were turned around, the same conditions would prevail except that A. C. relay 231 would fail to pick up instead of A. C. relay 241 and the block relay 205 would be deenergized instead of 206. Now, suppose that block D is occupied: then the A. C. magnets 341, in ramp 312 for block B, and 348 in ramp 313 for block B are deenergized. Therefore, A. C. relays 231 and 241 will fail to pick up on passing the ramps and consequently block relays 205 and 206 will be deenergized causing indications 263 to be covered by the disc, due to the increased movement of the vertical arm 261. Now. suppose that block C is occupied: then all the ramp magnets are deenergized with the exception of magnet 331. If, therefore, the left shoe engages ramp 312, block magnet 203 will be energized and all the other block magnets deenergized, or if the right shoe engages ramp 312 then block relay 204 will be energized and the remaining block relays deenergized. Block relays 203 or 204 effect precisely the same movement of the visual signal. Therefore, the index will cover spaces 263, 263" and 263, as being danger zones. Now, if block B is occupied, then each of the ramps will be deenergized both by alternating and direct current and the mechanical displacement of the shoe will deenergize all of the block relays and cause the visual signal to give a positive stop indication covering up spaces 263, 263 263 and 263. This operation, it will be observed, operates in the reversed order in the way just described. For instance, if a train gets an indication that blocks B and C are clear and blocks D and E are occupied and on proceeding to the next block the track ahead is clear for three blocks ahead of the train, then three of the block relays would. be energized, showing that blocks B, C and D were clear and block E occupied. This condition is maintained throughout the operation of the system.

The intermediate ramp for double track operation, in addition to releasing the block, is provided with an A. C. magnet 348 having the same control as A. C. magnet 341, for the next ramp ahead, by wire 351 connecting to wire 351. Also it is provided with a D. C. magnet 334 having the same control as magnet 331 for the next ramp ahead by wire 332*. Thus this intermediate ramp gives a preliminary indication of the state of the block.

Track wiring, single track operation.

For single track operation, where train movements are in both directions, it is necessary to provide a selective system to control the ramps in accordance with the established direction of traffic. After the magnets of the ramps are controlled by the selective relays provided for this purpose, they are controlled by the track block relays in a manner similar to that described in connection with double track operation. In Fig. 14, the track is divided into blocks A, B, C and D, with ramps 312 and 313, marking the limits of the blocks, as in the application to double track. Each location also contains the track block relays 321 and in addition contains the selective relays 361 and 362. Relays 362, when energized, establish traflic from left to right and relays 361, when energized, establish traflic from right to left. The system, as shown, is oper= 316"connects at the opposite side.

It will be noted that relay 362 for block 13 connects to the common wire and iscontrolled on wire 363 through contact 364 of relay 362 for block 0, and relay 362 for block C is, in turn, controlled by wire 363 and contact364 of relay 362, for block D. This condition is maintained throughout the succeeding blocks until the last section is reached when relay 362 is controlled by wire 372, switch 371, wire 370- and contact 368 of relay 361, deenergized at the same location. Thus, the block relays 362 can only be energized when the block relays 361 are de'energized.

A similar arrangement prevails for trafiic in the opposite direction where relay 361 forblock C connects to common wire 315 and is controlled by wire 369 through contact 368 of relay 361 for section B. This relay is in turn, controlled by wire 369 and contact 368 of relay 361 at the next section until the last section is reached, when relay 361 is controlled by wire 367, switch 366, wire 365 and contact 364: of relay 362 deenergized. Operating the switches 366 and 371, therefore, establishes the running direction of traffic.

The trackblock relay 321 connects on'one side to "common wire 315 and is controlled by wire "376. When tralflic is. established from left to right as shown, this control is continued through contact 377 of relay 362, wire 378, wi re 386 and contact 130 of intermediate ramp 102 in the next succeeding block, which closes the pick-up circuit of relay 321jas soonas a train encounters this ramp. hen relay 321 is energized, it is held energized by contact 381, wire 382,-c0ntact 401 of selective relay 362, wire 384: and contact 130 of the intermediate ramp 402 tobatterywire 316. This holding circuit, therefore, is interrupted each time a train engages the intermediate ramp, corresponding to the conditions for double track operation. This condition is maintained throughout and when trafiic is established in the opposite direction relays 362 are deenergized and relays 361 are energized. Therefore. control wire 376 is controlled by contact 379 of relay 361, wire'387 and wire 386 to contact 130 of intermediate ramp 102, thus establishing corresponding conditions for picking up the traclr relays when traffic is established from right to left.

Ramp 312, as shown, is provided with two or more magnets 331 connected in multiple and controlled by wire 391 and contact 392 of track block relay 321 for the location ahead of the ramp. Ramp 313 is pro vided with similar -magnets controlled by wire 3.17 contact 398 of the track block relay 321 at the same location, w1re 399 and, when traffic is established from left to right,

through contact 396 of relay 362, wire 395, contact 385 of relay 362 at the next block, wire 393 and contact 392 of the track block relay 321 at the next succeeding block. Thus, when block 13 is clear the magnets in ramp 312'are energized and when blocks 13' and C are clear, the magnets in ramp 313 are energized.

When traffic is established in the opposite direction from right to left, the control of the magnets in ramp 312 remains the same, but the track block relay 321 controls through the adjacentblock on the opposite side. The magnets in ramp 313 control through wire 39?, contact 398 of track block relay 321, wire 399, contact 3941, of relay 361 energized, wire 395,'contact 387 of relay 361 at the next block, wire 393 and contact 392 of-the track block relay at the next block, thus providing conditions corresponding to double track operation for wo-block control. For the sake of simplicity, the single track application has not been-developed for the use of alternating current in combination with the direct current in the ramps, as this would be merely repetition of the selective arrangement shown.

It should be noted that the selective arrangement here outlined is arranged to economize on the line wires between each location of the block ramps.

The intermediate or releasingramp 402 may be located near the centre of the block and also as a speed control ramp. The magnets 334 connect to common wire 315 and are controlled by wire 395 connecting to wire 395 which controls the magnets of ramp 313. This ramp 402 therefore, has the same control as the magnets of ramp 313 with the exception that it is not controlled by the track block relay at the location of ramp 313. This ramp, in fact, has the same control as ramp 312 that controls the succeeding block. In addition to releasing the block, this ramp is also introduced for the purpose of obtaining speed control and for the purpose of communicating a signal to the train intermediate the block limits. In the latter case, it will be noted that if ramp 313, when the train passed it was deenergized, and a caution signal received and the conditions on the track ahead changed before this train engaged ramp 402, so that the magnets of this ramp became energized, then the caution signal received at ramp 313 would be changed to a. clear signal at ramp402. On the other hand, if the conditions of the track ahead of this ramp changed after a. train received a clear signal from; ramp 313, so

that the magnets of ramp 402 are deenergized, then the clear signal would be changed to a caution signal.

Speed control ramp.

It will be noted that ramp 402 is shorter in length than ramp 313. If a train passes this ramp above a predetermined speed when it is d'eenergized, then the timing device of the speed control apparatus will not close the circuit at with the result that the whistle. or brake valve will be released, calling for a reduction in speed. If, however, the train passes ramp 402 below the pre-detcrmined speed, the timing device will close contact 95 and prevent the operation of the valve 272. It is apparent that a number of ramps similar to 402 may be spaced in the block, each progressively shorter' in length, and thus compelling a graduated speed reduction in the progress of the train when these ramps are deenergized. It should be noted, however, that when the ramps are energized, the speed control device is not operative and there is no restric-tion in speed.

The cut-out system is shown in connection with the side track X. Here two ramps, 410 and 411 are placed directly opposite and magnetized by magnets 417 controlled by wire 413, contact 416, operated by the switch pointsthrough connection 415 and connecting to battery wire 316. WVhen switch 414 is set for the side track X magnets 417 are thereby energized. It will be noted that ramps 410 and 411 are connected on each side to the battery 412, these ramps being set upon an insulated stand for this purpose. When the locomotive shoes, engage ramps 410 and 411 with the switch 414 open, the D. C. magnetic shoes, Fig. 12, are magnetized, closing contact 288, these shoes makingcontact with the ramp itself 'establishing a circuit from battery 412 through ramp 411, wire 289, contact 288, wire 287, relay 286, wire 290, contact 288, of the right shoe, wire 2S9, magnetic shoe and ramp 410 to the other side of battery 412, thus energizing relay 286 and establishing the circuit of the cut-out relay 293, as previously described. A train, therefore, running into the side track automatically suspends the system. When returning from the side track to the main track, the first ramps encountered on the main track deenergize the cut-out relay 293 and the system is cut into operation, indicating the conditions of the block ahead.

Having thus described my invention, I claim:

1.. In combination, a railway track, a magnet on said track comprising a plurality of ridges, means for magnetizing said ridges by direct current and independent means for u'iagentizing said ridges by alternating current.

2. In combination, a railway track, a ma net on said track comprising a plurality of ridges having magnet coils spaced between said ridges, said coils adapted to be energized by direct current and independently energized by alternating current.

8. In combination, a railway track, a magnet on said. track consisting of a plurality of ridges of magnetic material, a portion hicle thereon, a magnet on said track comprising a plurality of magnetic ridges, means for energizing said magnet by direct current and means for energizing sald magnet by alternating current and means on said vehicle independently responsive to the said direct current and to said alternating current.

6. In combination, a railway track, a Vehicle thereon having a shoe, a ramp on said track comprising a plurality of ridges, means for energizing said ramp by direct current and means for energizing said ramp by alternating current, said shoe having a member responsive to alternating current.

7. In combination, a railwa track, a vehicle thereon, a magnet on sai track, means for energizing said magnet by direct: current and independent means for energizing said magnet by alternating current, and a device on said vehicle responsive by electromagnetic induction to said direct current and inductively responsive to said alternating current.

8. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a plurality of magnetic sections placed parallel to said track, means on said track for energizing one of said magnetic sections and means on said vehicle for energit lingthe other magnetic section.

9. In combination, a railway track, a vehicle thereon, a device on said track, a source of energy on said track and a source of energy on said vehicle, means included in said track device whereby a signal is communicated from the track to said vehicle in response to the track energy and means whereby an effect is communicated from. said vehicle to said track in response to the vehicle energy.

ill)

lllll 10. In combinatioma railway track, a vehicle thereon, a ramp on said track having a magnetic section, a device on said vehicle engaging said ramp and means for receiving track comprising a plurality of ridges, a

magnetized member on said vehicle and means for magnetizing said ridges when engaged "by said vehicle member.

12. In combination, a railway track, a vehicle thereon, a magnetic member on said track comprising a plurality of ridges, and

a'horse-shoe magnet on said vehicle engagingisaidridges and con'iinunicating an effect to said ridges from said vehicle.

in combination, arailway track, a vehicle thereon, a ramp on said track comprising magnetic members, a magnet carried by said vehicle and engaging said members and means for communicating an effect from said-vehicle to said ramp by electro-ma-gnetic induction.

let. In combination, a railway track, a vehicle thereon, a ramp on said ira ck comprising a plurality of ridges, a magnet carried by said vehicle engaging said ridges and means for completing the magnetic circuit of said magnet through said ramp.

15. In combination, a railway track, a vehicle :thereon, a device on said track consisting of a magnetic member having an armature, a magnet carried by said vehicle engaging said device and means whereby said armature is attracted when said magnet engages said device.

. 16. Iii-combination, a railway track, a vehicle thereon, aralnp-on-said track comprisinga plurality of magnetic'members, a d-e vice on said vehicle engaging said ramp, means for communicating a signal to said vehicle through one portion of said ramp by electro-magnetic induction and means for-communicating an effect from 'saidvehicle .to .a-difierent portion of said ramp by electromagnetic induction.

17. In combination, a railway track, a vehicle thereon, a magnet on said track comprising a plurality of magnetic sections, a

device on said vehicle engaging said magnet,

and means for communicating separate and distinct signals between said vehicle and said magnet when said magnet is magnetized by direct current and when it is magnetized by alternating current.

18. In combination, a railway track, a vehicle thereon, a ramp on said track comprisinga section of magnetic material, a source ofnelectric energy, a device having amagnet coil on said v-ehicleengaging said ramp and mechanically displaced thereby and means for energizing .sa-id coil when .so displaced.

19. In a railway'trafiic controlling system, arailway track dividedxinto blocks, a vehicle onsaid track, a magnet on said track simultaneously controlled by direct'and alternating current, said current controlled accord- .ing as said blocks are clear or blocked, a

device on said vehicle engaging said magnet and means for communicating signals to said vehicle by induction in accordance with said block conditions.

20. In a railway traiiic controlling system, a railway track divided into blocks, a vehicle thereon, a ramp on said track simultaneously controlled by direct and byalternating current, said ramp controlled by said blocks, and a device on said vehicle inductively responsive to the currents in said ramp and indicating block conditions on said vehicle.

21. In a railway traiiic controlling system, a railway track divided into blocks, a vehicle thereon, ramps on each side of said track, each simultaneously energized by direct and alternating current, said ramps controlled through said blocks, a device on said vehicle coacting inductively with said ramps and means for indicating on said vehicle the state of said blocks.

22. In a railway trafiic controlling system, a railway track divided into blocks, a vehicle thereon, ramps on each side of said track, said ramps simultaneously energized by'direct and alternating current, said current controlling over one, two, three and four blocks, devices on said vehicleengaging said ramps, and means operated inductively for indicating when the track ahead of the vehicle is clear for the blocks corresponding to said controls.

28. In a railway :traiiic controlling system, a railway track divided into blocks, a vehicle thereon, a magnet 011 said track simultaneously energized by current of difl erent characteristics, each of said characteristics controlling over different blocks of said tracl-:,-devices on said vehicle engaging said magnet and non-contacting means for communicating a-distinct signal to said vehicle according to the state of said blocks.

2%. In a railway system, a railway track, a vehicle thereon, a plurality of ramps si multa-neouslyenergized by direct and alternating current, devices on said vehicle engaging said ramps, non-contacting means for communicatin a distant signal to said vehicle when the first ramp is energized by direct current, when the second ramp is energized by direct current, when the first ramp is energized by alternating current and when the second ramp is energized by alternat ng current.

25. In a railway traiiic controlling system, a railway track divided into blocks, a vehicle thereon, a plurality of ramps on each side of said track, a 'device on said vehicle engaging said ramps, means for siuuiltaiu-ous- 1y energizing said ramps by direct and by alternating current, said currents controlled through a number of said blocks and means for indicating on said vehicle the conditions oi said blocks without regard'to which end of said vehicle is running first.

26. In a railway trafiic controlling system, a railway track divided into blocks, a vehicle thereon, a ramp on each side of said track, said ramps each simultaneously energized by direct and by alternating current, said current controlled through a number of said blocks, a device on each side of said vehicle engaging said ramps. and means for indicating the state of the biock ahead of the vehicle without regard to which end of the vehicle is running first. i

27. In a railway system, a. railway track, a vehicle thereon, a. ramp on each side of said track, means for energizing said ramps by direct and by alternating current, a device on each side of said vehicle engaging said ramps, means for coniununicating an effect to said vehicle when one ramp is energized by direct current, a second effect when this ramp is energized by direct and by alternating current, a third ellect when the second ramp is energized by direct current and a fourth efiect when the second ramp is energized by direct and by alternating current.

28. In combination, a railway track, a vehicle thereon, a magnet on said track, means for simultaneously energizing said magnet by direct current and by alternating current, and means on said vehicle responding inductively to said direct current and to said alternating current.

29. In combination, a railway track, a vehicle thereon, a ramp on said track embodying a transformer winding, a device on said vehicle engaging said ramp, also enibodying a transformer winding and means for comn'iunicating an effect by electromagnetic induction between said vehicle and said ramp.

30. In a railway traflic controlling system, a railway track divided into blocks, a vel icle thereon, a device on said track comprising magnetic sections, means on the track controlling some of said magnetic'sections and means on said vehicle operating through the other magnetic sections for controlling said track means.

31. In a railway t 'a'iiic controlling system, a railway track divided into blocks, a vehicle thereon, a device on said track comprising a plurality of magnetic sections, means on the track controlled by said block sections for energizing certain of said magnetic sections and means on the vehicle acting through said other magnetic sections for controlling said track means.

32. In a railway trafiic controlling system,

a. railway track divided into blocks, a vehicle thereon, a device on said t 'ack'cornprising a plurality of magnetic sections, means controlled by said blocks for energizing'certain of said magnetic sections and means embodied in the other magnetic sections for controlling said track means as each device is engaged by the vehicle.

33. In combination, a railway track, a device on said track comprising a plurality of magnetic sections, one of said sections controlling a circuit, said circuit energizing the other magneticsections of said device.

34. In combination, a railway track, a vehicle thereon, a ramp on said track comprising magnetic sections, one of said sec tions including a circuit controller, said circuit controller controlling the circuit of the other sections and a device on said vehicle engaging said ramp, said device operating said circuit controller.

In a railway traflic controlling system, a railway track, a vehicle thereon, a plurality of ramps on said track, each comprising a plurality of magnetic sections, one of said sections controlling a circuit,'said circuit arranged to energize a section of the ramps in the rear and a device on the vehicle engagin said ramps, said device operating said circuit controller.

36. In a railway trafiic controlling system, a railway track divided into blocks, a relay :tor each block and ramps on said track, each comprising a plurality of magnetic sections, one of said sections including a circuit con troller, part of said magnetic sections controlled by said relay and said relay controlled by said circuit controller.

37. In a railway trailic controlling system, a railway track divided into blocks, a Vehicle on said track, a relay associated with said blocks, a device on said track comprising magnetic members, and a device on said vehicle co-operating with said track device to control said relay through said magnetic members.

38. In a railway traflic controlling system, a railway track divided into blocks, a vehicle thereon, a relay associated with said blocks, a ramp on said track comprising magnetic members, said members controlling said relay and a device on said vehicle engaging said ramp, said device magnetizing said member.

39. In a railway traiiic controlling system, a track divided into blocks, a vehicle thereon, a relay controlled by said blocks, ramps, each comprising a plurality of magnetic sections, one of said sections controlling said relay, said relay controlling the energy to said ramps in the rear and a device on said vehicle engaging said ramps, said device responsive to the energy in said ramps and controlling said relay.

40. In a railway trafiic controlling system,

a track divided into blocks, a vehicle thereon, devices on saidtrack comprising a plurality of magnetic sections, one of saidmagnetic sections arranged to communicate a signal to said vehicle and another of said sections arranged to receive energy from said vehicle.

41. In a railway tratiic controlling system, a track divided into blocks,- a vehicle thereon, ramps on said track comprising -magnetic members, one of said members controlled by said blocks andarranged to communicatea signal to said vehicle, and an other of said members arranged to receive an el'lect from said vehicle and communicate saidetlect to the block in the rear.

421m a railway system, a track, a vehicle thereon, an insulated ramp on said track, said ramp simultaneously magnetized by direct and by alternating current and forming part of an electric circuit, a device on said vehicle engaging said ramp and means for communicating a signal to said vehicle when said ramp is magnetized by direct current and when it is magnetized by alternating current andwhen it is energized as part of an electric circuit.

43. In a railway system, a track, a vehicle thereon, a plurality of ramps on said track consisting of magnetic members, a plurality of devices on said vehicle engaging said ramps, means for simultaneously magnetizing said'ramps by direct and by alternating current and making said ramps part of an electric circuit, and means on said vehicle responding when one of said ramps is energized by direct current, when another of said ramps is energized by direct current, when the first ramp is energized by alternatingcurrent and'when the second ramp is energizedrby alternating current, and also when said rampsform part of an electric circuit.

44:. Ina railway system, a track, a vehicle thereon, a ramp on said track comprising magnetic members, a device on said vehicle engaging said ramp, means for simultaneously energizing said ramp by direct and byalternating current and means for communicating a signal to said vehicle when said device engages said ramp, when said ramp is energized by direct current and when said ramp is energized by alternating current.

45. In a railway system, atrack, a vehicle thereon, a ramp on said track comprising magnetic members, a device on said vehicle engaging said ramp, means for simultaneously energizingsaid ramp by direct current. and by alternating current and means for communicating signals to'said vehicle, when said device engages said ramp, when said ramp is energized by direct current, when said ramp is energized by alternating currentand when said ramp forms part of an electric circuit.

46 In a railway trafliccontrolling system, a track divided into blocks, a vehicle thereon,

a ramp on said track comprising magnetic members,a device on said vehicle engaging said ramps, meansfor magnetizing sa1d ramp, means for energizing said ramp as part of an electric circuit, means on said vehicle responding inductively to said magnetismand independent means responding to said electric circuit.

47. In a railway system, a track, a vehicle thereon, a ramp on said track comprising magnetic members, a device on saidvehicle engaging said ramp, means for magnetizingsaid ramp by direct current, means for magnetizing said ramp by alternating current and means for energizing'said ramp as part of anelectric-circuit in combination with devices on said vehicle responding to each of said means.

48. In a railway traffic controlling system, a track consisting of signaled and unsignaled territory, a vehicle on said track, devices on said track marking the limits of said signaled and unsignaled territory, a device on said vehicle engaging said track device and neans for suspending the operation of said system when said track devices are magnetized and when they are energized forming members, a device on said-vehicle engaging said ramps, means for magnetizing said ramps controlled'by said blocks, means for energizing said ramps as part of an electric circuit and a relay on said vehicle connected in circuit when said devices engage a ramp, said relay suspending the operation of said system.

51. In a railway traffic controlling system, a track consisting of signaled and unsignaled territory, said signaled territory divided into blocks, devices located one on each side of said track at the entrance to the unsignaled territory and connected in series circuit with a source of energy, a vehicle on said track having devices engaging said track devices and means'for suspending the operation of said'system when said vehic e devices engage 

